Hopper car



NEW. 20 11923.

A. CAMPBELL HOPPER CAR Filed Aug $8 I I l I I l II N Nam 20 1923. 3 474 814 A. CAMPBELL HOPPER CAR Filed Aug. 31,

o 0 O o\\\o o o o o 0 o o 0' o o o e o O o o o o o lpeteimted Nov. 2@, W23.

uni-"stars l een arent QFFECCEO norrnn can.

Application filed August 31, 1922. Serial No. 585,432.

To all whom it may concern:

Be it known that I, ARGYLE CAMPBELL, a citizen of the United States, residing at Chicago, in the county of Cook-and State of Illinois, have invented a certain new and useful Improvement, in Hopper Cars, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

This invention relates to improvements in be per cars.

ne object of the invent-ion is to provide a hopper car of economical construction and dinal sectional view havln maximum ca acit for iven overall. dnnensions and large area discharge door openings.

Another object of the invention is to provide a car having hoppers and hopper door arrangements to provide large discharge openings, low center of gravity and with the doors so disposed as to allow them to swing freely without approaching too closely to the rails.

A still further object of the invention is to provide a load-carrying car having a superstructure with an open top so arranged as to obtain additional carrying capacity when the lading is heaped and without exceeding the permissible over-all width of the car.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings forming a part of this specification, Figure 1 is' a vertical longituof a hopper car embodying my improvements, the section being located intermediate the center sill and the side of the car. The end portions of the car, beyond the inner Wheels of the trucks, are omitted on account of lack of space but, as will be understood by those skilled-in the art, the sloping bottoms are continued up- ;wardly until they meet vertical end Walls proper. Figure 2 is a vertical transverse sectional view on the line 2-2 of Figure 1 upon an enlarged scale, parts being broken away inorder to accommodate the view on the sheet. Figure 3 is an enlarged vertical transverse sectional view corresponding subthe structure willbe duplicated on the op posite side of-the center sill. Figure 4 illustrates two sectional views, one embodying the side wall top arrangement employed in my invention and the other illustrating the more usual construction, for the purpose of showing the met'hodof obtaining increased capacity when the load is heaped. And Figure 5 is a horizontal sectional view through a portion of the side wall of the' -car illustrating certain details of construction.

In said drawings, the side walls of the car are indicated broadly by the reference character A; the sloping end bottom walls by the reference character B; and the center sill by the referencecharacter C. As clearly shown in Figure 1, the hopper car is provided with a longitudinal series of four hoppers on each side of the car, the two end hoppers being designated generally by the reference characters 10-1) and the two intermediate hoppers'by the reference characters E-E. Each of said end hoppers D is defined bythe lower portion of a sloping bottom sheet B, an inner substantially triangular side hopper sheet 10, an outer inwardly sloping side hopper sheet 11 (see Figure 3), and a transversely extending ridge sheet 12, the latter being secured at its ends to the side sheets 11 and 10 and in part to the ridge plate of the center sill, hereinafter described, and along its upper edge to a vertically disposed transversely ex tending needle beam 13. Each end wall B is preferably suitably reinforced at its bottom free edge by an angle iron 14:, as best shown in Figure 1 and similarly the bottom edges of said ridge sheets 12 are reinforced by angle irons 15 secured to the under sides thereof. By referrin to Figure 2, it will be noticed that additional reinforcement is provided at the corners where the transverse ridge sheets unite with the other portions of the car, as by means of corner castings 16. For a more detailed description of this type of corner bracing, reference ma be had to my pending application, Serial o. 521,292,

1' YLE CAMPBELL, OF CHICAGO, ILLINOIS, ASSIGNOR TO ENTERPRISE RAILWAY EQUIPMENT COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

Bill

filed Dec. 10, 1921. To each transverse ridge sheet 12 is pivotally attached, along its upper edge, a transversely extending end hopper door 17. Preferably, each pair of transversely alined end hopper doors 1? is rigidly connected by suitable bracing as indicated at 18 so that the same may be operated simultaneously by means of suitable door operating mechanism actuated from the corresponding adjacent shaft 19. It will be noted that the doors 17, when in closed position, extend approximately at right angles to the planes of the sloping bottom walls B.

At the center of the car, a transversely ex-' tending vertical partition sheet 20 is employed, the latter also serving in the nature edges, as clearly of a needle beam and suitably reinforced along its bottom edge by angle iron 21 and tie plate 22,'t-he needle beam plates 13 being similarly reinforced along their bottom shown in Figure 1. To the opposite sides of the partition sheet 20 on each side of the center sill are secured oppositely downwardly sloping ridge sheets 2323, the latter being suitably reinforced along their bottom edges by angle irons 24-21 Alsosecured to the faces of the needle beam plates sheets 23-23, similarly their bottom edges.

By reference to'Figure 1 of the drawings, it will be noted that .all of the ridge sheets 12 and 23, have their top edges located in a plane intermediate the top and'bottom of the center sill construction. It will further. be observed that the ridge sheets 12 are appreciably narrower than the ridge sheets 23 and slope from the vertical at an appreciably blunter angle than 1 do the other ridge sheets 23-23 which are employed in defining the intermediate hoppers E so that the lower edges of the ridge sheets 23 terminate at lowerpoints than do the lower edges of the ridge sheets 12. Secured to the lower edge of each intermediate hopper ridge sheet 23 and within the corresponding angle iron 24:, is a hopper door 25, there being a pair of said doors 25 for each intermediate hop-- per E and said doors meet approximately horizontally when in closed position, as shown in F igure 1. Each transversely alined pair of doors 25 is also preferably operated simultaneously by rigidly uniting them by a suitable cross brace 26. All four doors of the transversely alined pair of hoppers E to the right of the center partition 20, are preferably operated from a transversely extendingcshaft 27 by a suitable chain, sheave wheel and link connections, not shown, but which center sill construction." The other set of four doors for the intermediate hoppers E are similarly operated from a shaft 27 shown in section in Figure 1,

reinforced along 13 which face toward the transverse center of the car, are other ridge are located within the Referring to Figure 1,.the top of the rail is indicated by the line 23 and it will be noted that the end hopper doors and the intermediate hopper doors 25, when swung to open position, will all approximately the same height, this result being brought about by the fact that the intermediate hopper doors 25, although hinged about lower points than the end hopper doors 17, are made narrower. At this point, it will be observed that, by sloping the intermediate ridge sheets-23 at the acute angles shown and extending them downwardly to the low point indicated and by employing substantially horizontal doors 25, I obtain unusually large bottoms of the hoppers E and also thereby lower the' center of gravity-of the load.

(with my arrangement of two end hoppers and two intermediate hoppers on each side of the center sill in a'longitudinal series, as shown, I am enabled to obtain a carrying capacity in carhaving an over-all length of 10 5 between striking plates and. an over-all width of 10' 1 from side to side'and, at the same time, obtain large areas for discharging the load;

- The center sill construction C of the car, is best illustrated in Figures 1 and 2, where it will be noted'that I employ two specially rolled beams 2929, each of which has a main vertically extending web 30, a top inwardly extended flange 31, and bottom outwardly and inwardly extended flanges 32-32. By this arrangement, I am enabled to obtain great strength in those portions of the beams is a ridge plate 33 of substantially inverted V shape which extends from one end or bottom wall B to the other, as shown in Figure 1. The beams 29, from the bottom walls B to the ends of the car, are preferably covered by a flat plate 34, as best shown in Figure 1. i Referring now more particularly to Figures 3, 4 and 5, the side wall structure of the car is made as follows. A plurality of vertically extending inside stakes 35 are employed, said stakes being preferably in the form of angles. Applied to the outer faces of the stakes 35 are sheet metal plates 36, the joints-of said plates 36 being covered by narrow plates 37 so that the exterior of the side walls, of the car presents a substanially fiat unbroken surface and in this connection it will be understoodthat the side wall plates clear the rail at capacity in the of a normal load of seventy tons 3. Secured to the side plates along their in- .wardly bent upper edges 38, are bulb angles I other flange 41 thereof sloping upwardly and outwardly at approximately 45.

By referring to Figure A and comparing the views a and b, it will be seen that I obtain an increased capacity when the load is heaped as indicated by the shaded area m in view a, as compared with previous constructions, even when inside stakes have been employed. This is due to the fact that I arrange the bulb angles 39 as shown so that theflanges 41 thereof provide proper retaining means for the load up to the top edges of the bulb angles. By employing bulb angles and locating the bulb proper at the points shown, I obtain the necessary rigidity for the load-retaining portions of the bulb angles 39.

I have herein shown and described what I now consider the preferred manner of carrying out theihvention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope oi? the claims appended hereto.

I claim:

1. A hopper car having sloping end floors- .and eight discharge hoppers arranged in two longitudinal seriesof four each on each side of the center sill, each of said series ineluding two end hoppers and two inter mediate hoppers, each said end-hopper being defined by side hopper sheets, a sloping end floor and a transy'erse ridge sheet, and

till

'eachjof said intermediate hoppers, being defined by side hopper sheets and two oppositely extending transverse ridge sheets, said transverse ridge sheets of the intermediate hoppers sloping downwardly at a more acute angleand. to a lower; point than said transverse ridge sheets of the end hoppers; and a transversely extending hopper door hinged to the lower edge of each said transverse I ridge sheets. the end hopper doors .the two end ridges each comprising a sheet nearest the endfloor which slopes downwardly at one angle, all the remaining ridge sheets sloping downwardly ata more acute angle and to a point nearer the rail than saidend ridge sheets; anda hopper door hinged to each of said ridge sheets. 1

A hopper car havin sloping end floors and four hoppers on eac 7 side of the center sill, the. car having three transversely extending ridges of inverted approximately whereby to capacity.

V shape located intermediate said end doors, the two end ridges each comprising a sheet nearest the end floor which slopes downwardly at one angle, all the remaining ridge sheets sloping downwardly at a more acute angle and to a point nearer the rail than said end ridge sheets; a hopper door hinged to each of said ridge sheets; and a. center sill having a ridge top plate, said transverse ridges having their tops located below the top of the ridge of the center sill.

the lower edge of each ridge sheet, the end hopper doors cooperating with the end floors to close the dischar e openings of the end hoppers, and the other doors of the intermediate hoppers having their free edges meeting when in closed position.

5. A hopper car having sloping end floors and four hoppers on each side of the center sill, the car having three transversely extending ridges of inverted approximately V shape located intermediate said end floors,

the two end ridges each comprising a sheet nearest the end floor which slopes downwardly at one angle, all the remaining ridge sheets sloping downwardly at a more acute angle and to a point nearer the rail than said end ridge sheets; and a hopper door hinged to each of said ridge sheets, the hopper doors for the end hoppers extendin approximately at right angles to the end d when in closed position, and the hopper doors for the intermediate hoppers extending approximately horizontally .when in closed position.

6. A dump car having end and side walls, said side walls each including: side wall sheets and stakes on the inner faces thereof, the top edges of said side wall sheets being sloped inwardly and. upwardly; and longitudinally extending angle irons secured to said inwardly sloping top edges of the sijde wall sheets, the lower flanges of the angle core Y Illa irons being secured to said inwardly sloping edges and the other flanges of the "angle irons sloping upwardly and outwardly obtain increased load-carrying 7. A dump car having end and. side walls each of said side walls including: side wal sheets and stakes on the iainer faces thereof, the top edges of said sheets-being bent inwerdly and upwardly; and a top rail bulb In Witness that I claim the foregoing I angle secured to said inwardly bent top .have hereuntosubscribed any name this 9th edges of the side sheets, the upper flange of day of August 1922.

the bulb angle sloping upwardly and out- ARGYLE' CAMPBELL. wardly approximately 45 whereby to ob- Witnesses; tain increased load-carrying capacity for the UNA C. GRIGSBY,

car. v ANN BAKER. 

